Acceptable Means of Compliance (AMC) Guide For Controller/Pilot Data Link Communication. (CPDLC)

Controller/Pilot Data Link Communication AMC-037
AMC 037 – CONTROLLER/PILOT DATA LINK

COMMUNICATION
ACCEPTABLE MEANS OF COMPLIANCE

(AMC)
GUIDE FOR
CONTROLLER/PILOT DATA LINK

COMMUNICATION.
(CPDLC)
This Page Intentionally Left Blank

CPDLC
INDEX
Section Title Page No.
1. INTRODUCTION ...................................................................................................... 1
1.1 General ......................................................................................................................... 1

1.2 Applicability ................................................................................................................. 1
1.3 Terminology ................................................................................................................ 1
1.4 References .................................................................................................................... 2
2. Application .................................................................................................................. 2
2.1 Process .......................................................................................................................... 2
2.2 Airworthiness Requirements .................................................................................................... 3
2.2.1 General ......................................................................................................................... 3
2.2.2 Equipment .................................................................................................................... 3
2.2.3 Maintenance Organisation Determination.................................................................... 3
2.2.4 Software Updates ......................................................................................................... 4
3. Operational Requirements ........................................................................................ 4

3.1 General ......................................................................................................................... 4
3.2 Operations Manual ...................................................................................................... 4
3.2.1 Policy ............................................................................................................................ 4
3.2.2 Operations Manual Procedures .................................................................................... 6
3.2.3 Training – Pilots ....................................................................................................................... 7
4. Authorization .............................................................................................................. 8
4.1 DCA Authorization ...................................................................................................... 8
4.2 Foreign Authorization .................................................................................................. 8
5. Continuing Surveillance............................................................................................. 8
5.1 Operator Responsibility ................................................................................................ 8
5.2 Reporting Action .......................................................................................................... 9
Appendix 1 Application for CPDLC - Commercial Operators (AOC Holders) Only ................... 11
General Aviation Operators Only ..................................................................................................... 13
© Aruba Department of Civil Aviation March, 13

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1. INTRODUCTION
1.1 General
This Acceptable Means of Compliance (AMC) provides guidance material for the operation
of Aruban registered aircraft utilising Future Air Navigation Systems (FANS) technology
providing direct data link communication between the pilot and the Air Traffic Controller.
The system is referred to as Controller/Pilot Data Link Communications (CPDLC) and
includes air traffic control clearances, pilot requests and position reporting as well as a
company data link facility.
1.2 Applicability
This guidance material applies to all Aruban registered aircraft operators when operating in
designated airspace or routes promulgated in the particular State’s AIP, where the use of
CPDLC is permitted.
1.3 Terminology
FANS is Future Air Navigation Systems
Whenever FANS 1, FANS A or FANS 1/A is documented, it refers to manufacturer’s

programme (FANS 1 = Boeing and FANS A = Airbus) Second generation technology will
become FANS 2/A.
CPDLC is Controller/Pilot Data Link Communication:
CPDLC is the data link software algorithm within the FMS that enables two-way
communication between the cockpit and ATC. It contains the set of predefined text
messages for clearances, requests and routine message traffic. The current CPDLC is
designed to use the ACARS network so that the CPDLC is routed from the cockpit to ATC
based on handling instructions within the aircraft communications systems.
CPDLC overcomes a number of the shortcomings of voice communication, such as voice

channel congestion, misunderstanding due to bad voice quality and/or misinterpretation, and
corruption of the signal due to simultaneous transmissions. The benefits are generally;
- Preferred/more direct oceanic routing;
- Fewer delays on the ground while awaiting clearance;
- Fully automated position reporting;
- Digital data link communication with ATC;
- Request/receive clearances on (M)CDU;
- Auto acceptance of clearances into flight plan;

- HF radio used only as backup; and

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- Noisy communication issues avoided.
ADS-A or ADS-C – Automatic Dependant Surveillance-Addressed or Automatic

Dependant Surveillance-Contract:
ADS-A/C contains the software algorithms to transmit the position of the aircraft (either via
SATCOM or VHF) every one to five minutes to an ATC listening station (typically within
the FIR). ADS contracts are established by the ground station following a logon from an
aircraft. Although ADS and CPDLC are separate applications, they both use the same logon
from the aircraft for their own purposes. ADS-A will also maintain surveillance continuity
through automatic handover across FIR boundaries.
1.4 References
The references for the CPDLC operational approval are:
(a) FAA Advisory Circular AC 120-70B - Operational Authorization Process for Use of
Data Link Communication System
(b) ICAO Doc, 7030 Regional Supplementary Procedures;
(c) ICAO Doc. 9758-AN/966 - Human Factor Considerations In The Data Link
Environment;
(d) FANS - 1/A FANS Operations Manual. Available from (http://www.crasa.cra-

japan.org or http://www.faa.gov/ats/ato/130.htm).
(e) Global Operational Data Link Document. Available from: http://www.ispacg-

cra.com or
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/
oceanic/data_link/
2. APPLICATION
2.1 Process
Only operators with proven operational competency, training and documentation in RNP 5
(such as B-RNAV) and RVSM airspace can be considered by the DCA for the use of
CPDLC. The application must reference a particular aircraft registration number, unless all
of the operator’s aircraft are of the same type and have exactly the same equipment and
software version.
The application (refer Appendix 1 for Commercial and General Aviation operators) must
address all of the following sections on equipment and communications systems
requirements, operational requirements, including documentation and training.
All applicants shall provide and submit documentary evidence of that the aircraft is CPDLC
compliant.

2.2 Airworthiness Requirements
2.2.1 General
The components of a CPDLC capable aircraft are usually installed at manufacture of a new
generation aircraft and the manufacturer includes statements as to CPDLC capability.
However, where an aircraft has been modified for CPDLC capability, the operator must
provide the DCA with all the aircraft navigation, communication and data equipment details
for each aircraft registration and include the applicable software versions. The majority of
this information should be contained in the Aircraft Flight Manual, AFM supplements or
STCs. Unless the approved MEL and Maintenance Programme already addresses all
CPDLC equipment, an amendment must be submitted. It is a requirement for all operators to
provide documentary evidence as to CPDLC capability.
2.2.2 Equipment
The following equipment must be installed:
(a) Compatible radios VHF, SATCOM, HFDL
(b) Compatible ACARS, MU/CMU
(c) Fully integrated dual GPS with appropriate software version.
(d) FMC with appropriate features and software version.
(e) Printer to support the FMC interface (if applicable).
(f) Flight Data Recorder. The CVR must record digital communications with ATS
unless recorded by the FDR.
Note 1:The operator must provide documentary evidence that the above is fitted for a
modified aircraft only. The DCA will accept documents from the manufacturer of
new aircraft indicating that the aircraft equipment is CPDLC compliant.
Note 2:An operator of an aircraft previously approved for CPDLC by a credible foreign
State should submit that approval to speed up the application process.
2.2.3 Maintenance Organisation Determination
Operators, or contracted maintenance organisations, must be capable of providing

maintenance support of CPDLC equipment and software. That support must be provided by
trained maintenance personnel capable of implementing digital communications related
maintenance programmes. The support includes, but is not limited to;
(a) addressing installation,
(b) modification,
(c) correction of reported system discrepancies,

(d) use of test equipment,
(e) procedures,
(f) MEL relief, and
(g) return to service authorizations.
Note: An operator shall determine that the required maintenance support and engineer
training provided by the applicable maintenance organisation is adequate.
Supporting documentation is required.
2.2.4 Software Updates
Operators should assure that appropriate digital communications software updates are
incorporated when necessary and that both air and ground systems are able to identify and
properly respond to the installed level of digital communication capability. There must be a
documented mechanism for software update procedures.
3. OPERATIONAL REQUIREMENTS
3.1 General
To be eligible for a CPDLC Letter of Approval from the DCA, the following operational
issues need to be addressed by the operator:
(a) Operating procedures (SOPs including Contingency Procedures)
(b) FCOM & Quick Reference Handbook changes (if applicable).
(c) Minimum Equipment List (MEL) if required
(d) Training programmes
(e) Provision of flight planning information for CPDLC area (e.g. NOTAMs, AIP etc.).
3.2 Operations Manual
3.2.1 Policy
Operators must assess operational requirements, establish their operational policy and
procedures and incorporate them in appropriate section of the Operations Manual. The
following list indicates an example of Operations Manual policy which should be
incorporated:
(a) Operational Issues
(i) The differences between voice and data link environments.
(ii) The concept of “data authority”, “next data authority” and transfer of data

authority (or address forwarding).
(iii) Flight crew handling rules for ATC uplink messages, including normal and
urgent instructions.
(iv) ADS emergency triggering.
(v) Reporting and requirements.
(vi) Sequence of actions to be taken in case of re-route operations.
(vii) Loading and viewing amended route clearances.
(viii) Executing amended route clearances.
(ix) Resolving duplicate waypoint issues.
(x) “armable” downlinks.
(xi) The types of ADS contracts.
(xii) The type of information that is included in ADS reports and the pilot actions,
which can trigger an ADS report.
(b) Communications
(i) Phraseology
(ii) Pre-formatted messages with new interpretations such as “Standby”, “Request

Deferred”;
(iii) The differences between free text and preformatted messages.
(iv) The limitations of free text messages and of preformatted messages
(v) The need to close the loop between uplink and downlink messages.
(vi) Requesting amended route clearances.
(vii) The importance of ensuring that the correct downlink message for a given
uplink scenario.
(viii) Out of sequence messages.
(c) Human Factors.

(i) the increased “head down time” for flight crew.
(ii) Flight deck Human – Machine Interface limitations and issues.
(iii) the time required for reading and interpreting uplink messages.

(iv) the time required for selecting, composing and sending downlink messages.
(v) the need for maintaining a shared crew awareness of the progress of ATC
data link communications.
(vi) situational awareness and the inability of pilots to monitor other data link
transmissions in the area of operations.
3.2.2 Operations Manual Procedures
The following list indicates a typical range of procedures, which should be addressed in the
Operations Manual:
(a) Cockpit preparation;
(b) AFN logon;
(c) CPDLC procedures - general;
(d) ATC/crew/dispatch initiated re-route;
(e) Required time of arrival;
(f) Company operational control (FMC route and wind/temp data uplink);
(g) Complimentary voice communications;
(h) Navigation: GNSS (GPS if applicable and rules and procedures for RNP operations;
(i) Surveillance (ADS);
(j) Dynamic airborne reroute procedure (DARP) operation;
(k) Weather deviation;
(l) Non normal procedures of CPDLC, DARP, RNP;
(m) Contingency procedures;
(n) RNP airspace/large navigation errors;
(o) Minimum Equipment List.
3.2.3 Training - Pilots
The Training Manual (OMD) for a commercial operator or the training section of a General
Aviation operator’s manual should reflect the training given, the qualification on equipment,
procedures and operational requirements. In particular, consideration must be given to the

training syllabus, training devices, training material and training staff.
Whilst the provision of CPDLC and FMS MCDU (or similar equipment) in an aircraft
simulator or training device is desirable, it is not a pre-requisite for the operator to have this
capability. However, data link training must be representative of the equipment in the
particular aircraft type.
Pilots involved in both Commercial or General Aviation operations must receive formal
training from qualified training organisations or the manufacturer. The following list of
training topics indicates the range of training that a pilot should receive and to be able to
demonstrate:
(a) a satisfactory knowledge of:
(i) CNS/ATM concepts, terminology and architecture;
(ii) CNS/ATM components – GNSS, CPDLC, ADS, operational control data

link, ATN, RNP, ATM;
(iii) CNS/ATM procedures appropriate to approach and departure phases of flight;
(iv) CPDLC procedures – means of communications, pre-flight phase, AFN

logon, exchange of CPDLC messages, transfer of connection, disconnection,
abnormal cases, use of complementary voice communication;
(v) Human factor considerations in the data link environment (refer to ICAO
Doc. 9758-AN/966);
(vi) Aircraft equipment requirements;
(vii) Contingency weather deviation procedures – sequence of actions when no

ATC clearance is available;
(viii) RNP contingency procedures – one RNP capable LRNS, inability to navigate
to the specified RNP, loss of all LRNS;
(b) the ability to satisfactorily perform the following operational tasks:
(i) Flight plan preparation for a flight using CNS/ATM operational procedures,
including any special requirements for communications, navigation,
surveillance or crew;
(ii) Pre-flight check for CNS/ATM operation;
(iii) Use of FMS MCDU (or similar equipment) – CNS/ATM function;

(iv) AFN logon;
(v) Operation of ADS
(vi) CPDLC – exchange of CPDLC messages, FIR boundary procedure,

disconnection;
(vii) Operation of operational control data link;
(viii) Operation of SATCOM;
(ix) Operation of GPS;
(x) Perform contingency procedures associated with degradation of RNP;
(xi) Identification of deterioration of navigation performance, cross checking

procedure to identify navigation errors;
(xii) Dynamic airborne reroute procedure (DARP) operations;
(xiii) Use of CPDLC under emergency or abnormal situations;
(xiv) Non-normal procedures – CPDLC connection and disconnection;
(xv) Appropriate interaction between two pilots in a data link environment;
4. AUTHORIZATION
4.1 DCA Authorization
The CPDLC authorization will be part of the Operation Specifications issued to an Air
Transport operator or as a Letter of Approval for a General Aviation operator.
4.2 Foreign Authorization
Once authorized by the DCA, the operator may be required to obtain a separate
authorization from some FIR controlling States responsible for the use of digital
communications in their airspace. This authorization may be in the form of a letter or the
amendment of the Operations Specifications issued to that operator by the foreign State (e.g.
USA, Australia). The operator is responsible for obtaining those authorities.
5. CONTINUING SURVEILLANCE
5.1 Operator Responsibility
As part of their Safety Management System, all operators should conduct their own
continuing surveillance on the following areas,
(a) Checking the Occurrence Reports for abnormalities.
(b) Checking Voyage Reports for CPDLC anomalies.
(c) Use of CPDLC and ADS equipment.
(d) Continuation training evaluation.

(e) Expansion of data link applications (load sheet, V speeds, mass & balance etc)
(f) Cross-checking to ensure that operations are in accordance with the appropriate
ICAO Regional Supplementary Procedures and/or Aeronautical Information
Publication for that airspace.
5.2 Reporting Action
Unsafe conditions or performance related to data link operations such as a data link event,
which potentially could affect continued safe operations, must be reported to the ATS of
FIR controlling State and to the DCA within 24 hours.
It is incumbent upon each operator to take immediate action to rectify the conditions that
cause an operational error. In addition to reporting data link events to the ATS above, the
operator should also report the event to the DCA within 72 hours, by submission of a DCA
Occurrence Report with initial analysis of causal factors and measures taken to prevent
further events.


APPENDIX 1

APPENDIX 1 cont’d.

APPENDIX 1 cont’d.


Acceptable Means of Compliance (AMC) Guide For Controller/Pilot Data Link Communication. (CPDLC)

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Controller/Pilot Data Link Communication AMC-037

AMC 037 – CONTROLLER/PILOT DATA LINK

ACCEPTABLE MEANS OF COMPLIANCE

CONTROLLER/PILOT DATA LINK

This Page Intentionally Left Blank

Section Title Page No.

1.1 General ......................................................................................................................... 1

3. Operational Requirements ........................................................................................ 4

General Aviation Operators Only ..................................................................................................... 13

© Aruba Department of Civil Aviation March, 13

This Page Intentionally Left Blank

© Aruba Department of Civil Aviation March, 13

FANS is Future Air Navigation Systems

Whenever FANS 1, FANS A or FANS 1/A is documented, it refers to manufacturer’s

CPDLC is Controller/Pilot Data Link Communication:

CPDLC overcomes a number of the shortcomings of voice communication, such as voice

- Preferred/more direct oceanic routing;

- Fewer delays on the ground while awaiting clearance;

- Fully automated position reporting;

- Digital data link communication with ATC;

- Request/receive clearances on (M)CDU;

- Auto acceptance of clearances into flight plan;

© Aruba Department of Civil Aviation March, 13

- Noisy communication issues avoided.

ADS-A or ADS-C – Automatic Dependant Surveillance-Addressed or Automatic

The references for the CPDLC operational approval are:

(b) ICAO Doc, 7030 Regional Supplementary Procedures;

(d) FANS - 1/A FANS Operations Manual. Available from (http://www.crasa.cra-

(e) Global Operational Data Link Document. Available from: http://www.ispacg-

© Aruba Department of Civil Aviation March, 13

2.2 Airworthiness Requirements

The following equipment must be installed:

(a) Compatible radios VHF, SATCOM, HFDL

(b) Compatible ACARS, MU/CMU

(c) Fully integrated dual GPS with appropriate software version.

(d) FMC with appropriate features and software version.

(e) Printer to support the FMC interface (if applicable).

2.2.3 Maintenance Organisation Determination

Operators, or contracted maintenance organisations, must be capable of providing

(c) correction of reported system discrepancies,

© Aruba Department of Civil Aviation March, 13

(d) use of test equipment,

(f) MEL relief, and

(g) return to service authorizations.

2.2.4 Software Updates

(a) Operating procedures (SOPs including Contingency Procedures)

(b) FCOM & Quick Reference Handbook changes (if applicable).

(c) Minimum Equipment List (MEL) if required

(d) Training programmes

3.2 Operations Manual

(i) The differences between voice and data link environments.

© Aruba Department of Civil Aviation March, 13

authority (or address forwarding).

(iv) ADS emergency triggering.

(v) Reporting and requirements.

(vi) Sequence of actions to be taken in case of re-route operations.

(vii) Loading and viewing amended route clearances.

(viii) Executing amended route clearances.

(ix) Resolving duplicate waypoint issues.

(x) “armable” downlinks.

(xi) The types of ADS contracts.

(ii) Pre-formatted messages with new interpretations such as “Standby”, “Request

(iii) The differences between free text and preformatted messages.